Equalizer system



A. WALLACE -Nov. 10, 1936.

EQUALIZER SYSTEM 4 Filed June 29, 1933 2 Sheets-Sheet 1 INVENTOR AHen WaHace Nov.,10, 1936. A. WALLACE 2,060,750

EQUALIZER SYSTEM Filed June 29, 1933 2 Sheets-Sheet 2 r I?" V n r INVENTOR Al \en Wm lame Patented Nov. 10, 1936 UNITED STATES wearer) PATENT OFFICE 8 Claims.

This invention relates generally to locomotives and more particularly to an improved spring and equalizing system especially adapted for electric locomotives.

It is desirable in locomotives, particularly of the high speed type, to have the spring system sufliciently flexible consistent with stability so as to permit not only smooth riding of the locomotive but also to minimize excessive wear on the tracks, switches and roadbed. Due to the complicated character of present-day locomotives, it is necessary that any improved equalizing and spring system should be readily, economically and efficiently adapted to the generally accepted designs of locomotives without extensive alterations thereto or impairment of operation thereof.

It is one object of my invention to accomplish the foregoing results in an improved equalizing and spring system particularly for the guiding trucks of a locomotive. Another object is to provide an improved combination in an equalizing system having an improved combined spring housing and center plate for trucks of the pivoted types.

A still further object is to provide an improved combination involving the main equalizing system for the locomotive driving Wheels and an improved equalizing system for the trucks, these systems being interconnected in an improved manner.

Another object is to provide an improved arrangement whereby the main spring system over each of the driving boxes at each side of the locomotive may be brought into effective cooperation with a truck spring system which is disposed centrally of the truck and supported by an improved combined spring housing and center plate.

Other objects and advantages will be more apparent to those skilled in the art from the following description of the accompanying drawings in which:

Fig. 1 is a fragmentary elevational View of one end of the locomotive with parts broken away to show details of construction with my improved equalizer system;

Fig. 2 is a plan view of a portion of my equalizer system, various parts of the locomotive being omitted for sake of clarity;

Fig. 3 is a partial vertical section taken on the line 3-3 of Fig. 1;

Fig. 4 is a vertical section taken on the line 4-4 of Fig. 1;

Fig. 5 is a partial vertical section taken on the line 55 of Fig. 1;

Fig. 6 is a partial vertical section on the line 66 of Fig. 1.

In the illustrated embodiment of the invention 5 which is shown herein merely for the purpose of disclosing one specific form among possible others that the invention might take, I have incorporated my improved equalizing system in any suitable type of locomotive construction pref- 10 erably of the electric type having, for example,

a main frame I and driving Wheels 2 Whose axles are suitably journalled in journal boxes 3. These boxes as is usual are vertically slidably guided in pedestal guides 4. Main springs 5 are pivot- 5 ally supported as at 6 on top of journal boxes 3, the springs preferably being in pairs one on each side of the side sills of main frame I as shown in Fig. 5. The ends of springs 5 are connected to any suitable or usualtype of equalizing system including an equalizing beam 1. One end of this beam is link connected to one end of springs 5 While the other end of beam 1 is connected in the same manner to the springs over the next driver wheels. Hence it is sufficient to disclose 25 only this fragmentary portion of the main equalizing and spring system as it is duplicated for as many driver wheels as there may be. The connection of beam 1 to spring 5 is, preferably,

by a pair of vertical links 8 and common cross 30 link 9 to which one end of a link I0 is pivotally connected while its other end is pivotally connected as at H to equalizer beam 1.

A usual pivoted truck l2 serving either as a leading Or trailing truck is arranged in a novel 5 manner to incorporate an equalizing and spring system which in turn is associated with the main equalizing system for the drivers. To accomplish this I have provided an improved combined center plate and spring housing or support generally indicated at M. This construction as shown more particularly in Fig. 3 includes an annular center pin recess l 5 formed by a cylindrical flange carried by a truck bolster Hi. This bolster can swing laterally in the usual manner relatively to its truck due to being supported through heart links H and I1 whose lower ends are pivotally connected as at 18 and 19 to the bolster while their upper heart shaped ends are pivotally connected in the usual manner at 20 and 2| to the crosstie 22 of the truck frame.

Journalled in recess I5 is a cylindrical pin portion 23 projecting downwardly from the combined member M. The upper portion 2 3 of this combined member is preferably rectangular in plan view such as shown at the right end of Fig. 2, and this upper end serves as a guide post having slidable engagement with a suitable vertical guiding wall 25 disposed preferably centrally between the side sills of the locomotive frame I but connected thereto in any desired manner by a crosstie 26 or the like. As the details of the truck I2 do not otherwise enter into my improved combination, it will suffice to state that other usual structural features of the trucks are employed such as springs, equalizers, etc.

A longitudinal leaf spring assembly, preferably a pair such as 21 and 27 disposed in relatively close preferably substantially parallel relation, extends through suitable openings 28 and 29 of the center pin member 4 and specifically through that portion thereof forming the guide post. These springs are suitably pivotally supported as at 30 on the beam portions 3| and 32 of the center pin and spring housing M. The front ends of springs 21 and 21 pivotally support the main frame I through a suitable spring seat and spring links generally indicated at 33 and 34, Figs. 1 and 2, while the rear ends of said springs are provided with links 35 and 36 respectively pivotally connected to the front end of equalizer beams 3'! and 31. These beams as shown in Fig. 1 are pivotally connected at 39 substantially midway of their length to a crosstie 38 of the main frame. From the foregoing it is seen that the spring and equalizer systems are duplicates, one disposed on each side of the center line of the main frame. Hence in the description hereafter it will be only necessary to refer to the system on one side as the other side will be the same. The rear end of beam 31 is pivotally supported by the front end of main spring 5, this pivotal connection being effected by a linkage arrangement such as shown in Fig. 5, and hence corresponding parts are given the same reference numbers. It will be further noted that the equalizer beam 37 and its complementary beam 31 extend inwardly preferably on substantially straight diagonal lines from the main springs 5 to the central truck spring assembly such as springs 21 and 21 which are disposed relatively close together to cooperate with the combined center pin and spring housing.

The foregoing effects not only an extraordinary degree of compactness but also insures maximum flexibility and smoother riding of the leading or trailing trucks together with a stable system due to 'its positive vertically slidable connection with the main frame at the central part thereof. Also the main equalizing system on each side of the frame can cooperate independently with their respective truck springs 2'! or 21 without causing undue stresses or of disturbing in any way the operative relation between the center pin 23 and the vertical guiding relation between the spring housing 24 and frame recess 25. Certain of these results are due to the rectangular formation in plan view of post 24-, thus preventing rotation of the spring housing with respect to the main frame while at the same time permitting substantial relative vertical movement to take place between the spring housing and the main frame to insure complete functioning of the equalizer system during relative movement between the truck and main frame. In this manner the front ends of springs 21 and 2'! can have a fixed pivotal connection such as 33 and 34 to the main frame without in any way interfering with the complete pivotal movement of the truck on center pin 23. Hence it is seen that I have provided a relatively simple, compact and yet economical and equalizing system for supporting said frame by said wheels, a truck, a member having a guide post supported in relatively slidable relation to the frame and a cent-er pin pivotally supported on said truck, said post having an opening therein, a longitudinal spring system extending through said opening, means for connecting one end of said latter spring system to said frame, and an equalizer beam connecting the other end of said latter spring to the spring and. equalizing system for said wheels.

2. A railway vehicle comprising, in combination, a main frame, wheels, a main spring and equalizing system through which said frame is supported by said wheels, a truck, means for pivotally supporting said frame on said truck and having vertical slidable surface connections with said frame and an opening located between planes containing said slidable surfaces, and a spring and equalizer system extending through said opening and operatively supported by said pivotal means and interconnected with said main equalizing system.

3. A railway vehicle comprising, in combination, a main frame, wheels, a main spring and equalizing system through which said frame is supported by said wheels, a truck, means for pivotally supporting said frame on said truck and having vertical slidable connection with sides of said frame and a horizontal opening located between said sides, and a spring extending through said opening of the pivotal means and an equalizer system operatively supported by said pivotal means and interconnected with said equalizing system.

4. A railway vehicle comprising, in combination, a frame, wheels therefor, a main spring and equalizing system through which said frame is supported on said wheels, a truck, a combined spring housing and center pin journalled on said truck and having non-rotatable but relatively vertical slidable movement with opposed walls of said frame, a spring extending through and supported by said combined member longitudinally of said frame and located between said opposed walls, means for connecting one end of said latter spring and said frame, and an equalizer beam connecting the other end of said latter spring to said main spring and equalizer system.

5. A locomotive comprising, in combination, a frame, driving wheels, a main spring and equalizing system for supporting said frame on said wheels, a truck, a combined spring support and center pin member journalled on said truck. said combined member having slidable but non-rotatable engagement with the walls of an opening in said frame, a spring extending through and carried by said combined member and extending longitudinally of and within said frame, means for connecting one end of said latter spring to said frame, and an equalizing beam connecting the other end of said latter spring to said main spring and equalizing system.

6. A locomotive comprising, in combination, a frame, driving wheels, a main spring and equalizing system for supporting said frame on said wheels, a truck, a combined spring support and center pin member journalled on said truck, said combined member in plan view having its greatest; dimension transversely of the frame and an opening extending transversely of said greatest dimension, said frame having an opening similarly shaped to said member to vertically slidably receive the same, a spring extending through said transverse opening and carried by said combined member and extending longitudinally of said frame and located between opposed portions of the frame, means for connecting one end of said latter spring to said frame, and an equalizing beam connecting the other end of said latter spring to said main spring and equalizing system.

'7. A locomotive comprising, in combination, a main frame, driving wheels, a main spring and equalizing system for supporting said frame on said wheels, a truck, a combined spring housing and center pin member journalled on said truck and having relatively vertical slidable engagement with said frame, a pair of substantially parallel springs each extending through and carried by said member and extending longitudinally of and within said frame and connected thereto, and equalizer beams independently connecting the other end of said latter springs with said main spring and equalizing system.

8. The combination set forth in claim '7 further characterized in that said substantially parallel springs are disposed centrally of said frame and said equalizer beams extend diagonally outward from said springs to the sides of said frame for connection to the main spring and equalizing system.

/ ALLEN WALLACE. 

